Vehicle



Sept. H, 1945- B. w. KEESE ETAL VEHICLE Filed Feb. 26, 1942 3 Sheets-Sheet l Sept. 11, 1945. 5 w 5555 ET AL 2,384,471

VEHICLE Filed Feb. 26, 1942 3 Sheets-Sheet 2 Elma/rm .videadual atented to i i l VEHICLE Application February 26, 1942, Serial No. 432,520

7 Claims. (Cl. 180-54) This invention relates to vehicles and is particularly concerned with selective drive and control arrangements for engine dnvenvehicles.

The broader aspects oi the subject matter herein disclosed are claimed in applications Serial No. 527,782, filed March 23, 1944, by Walter F. Rockwell and Beverly W. Keese, for Automotive vehicle, an Serial No. 506,582, filed October 16, 1M3, by Walter F. Rockwell and Beverly W. Keese, "for Automotive vehicle.

It is the major object of the present invention to provide a vehicle having a multi-speed drive axle and a single speed drive axle cooperatively and selectively operable to propel the vehicle with n. eficiency .under various road conditiom.

It is a further object of the invention to provide a dual engine vehicle having the individual engines connected to drive separate drive axles, wherein one of the axles'is a multi-speed drive axle and the other is'asingle speed drive axle having a drive speedratio corresponding with a lager drive speed ratio of the multi-speed drive a c.

It is a further object of the invention to p o vide a dual engine vehicle wherein separate drive axles are driven by the individual engines and the controls -ior one of the engines are selectively locked during certain conditions of operation of the vehicle by the other of said engines.

It is a further object of the invention to provide a vehicle having a main engine drive-con- Further objects of the invention will presently appear as the description proceeds in connection with the appended claims andthe annexed drawings in which:

of the invention, illustrating especially the controls for a two-speed rear drive axle and a single speed declutching type front axle;

Figure 2 is a diagrammatic top plan view of the dual engine vehicle of Figure 1, illustrating further details of the controls; 7

Figure 3 is a fragmentary view illustrating pneumatic mechanism actuated by the intake vacuum oi the main engine for automatically locking the auxiliary drive control rod, when the twospeed axle is in its high gear ratio. The mechanism is shown in locked condition;

Figure 4 is a fragmentary plan view looking upwardly from the bottom of Figure 3, illustrating further the pressure responsive device for locknected to a multl-speed drive axle and an auxiliary engine drive connected to a single speed drive axle. Preferably the rear axle is a multispeed drive axle. I

It is a further object of the invention to prom; 1 vehicle having a main engine drive-connec to a multi speed axle and an a Y a r e connected to drive a single. speed declutcaxle, and control mechanism for preven drive of the single speed axle except when the multi-smed axle is driven at the same drive a ratio. This mechanism is preferably pneumatically or electrically operated.

It is a further object oi the invention to provide a dual engine vehicle, in which the engines are connected to separate drive axles and the controls for one of said engines and its associated sale are automatically held inoperative by a deunder certain conditions.

ing the auxiliary drive control rod;

Figure 5 is a fragmentary view corresponding to the lower part of Figure 3, but illustrating the gine control rod. The device is shown in the locked position it occupies when the rear axle is in its high gear ratio;

Figure 8 is a partly sectional view along line M in Figure 7 illustrating further the solenoid lock for the auxiliary engine control rod;

Figure 9 illustrates another form of solenoid switch actuated by the rear axle gear shift lever.

Figure 10 is a section on line IBI0 of Figure '7, illustrating the bracket for mounting the con- A further object of the invention is to protrol rod lock magnet on the steering post.

Referring to Figures 1 and 2, the vehicle comprises the usual chassis ll mounted on rear axle i2 and front axle'it. The opposite ends of axles l2 and it are supported by ground engaging wheels It and [5, respectively.

Chassis it supports two power plants i6 and I1, individually connected to the respective axles. Main power plant I8 is preferably the usual power plant in the standard automobile chassis, being located on the longitudinal center line of the the longitudinal center line oi. the vehicle close to one of the main longitudinal chassis rails, comprises engine 22 and associated clutch and transmission mechanisms 22 and 24, respectively, and is drive-connected by a propeller shaft to front drive axle 12 which is of the declutchingp Auxiliary power plant I! is preferably of standard construction although of considerably smaller normal power output than power plant it, the former being preferably about one-half as powerful as the latter. The invention is applicable however where both power plants are of equal power.

Axle 12 comprises an enlarged housing 26 containing declutching mechanism which is operated by projecting rock shaft 21 having a control lever 28 rigid therewith and pivotally connected to piston rod 29 extending from a vacuum cylinder 2| mounted on axle IS. The interior of vacuum cylinder- 2| is in fluid communication with the intake manifold 32 of engine 22 by means of a conduit 32, and a spring (not shown) within cylinder 21 normally urges the clutch control lever 28 into the full line clutch-disengaged position of Figure 2.

Steering post 24 within the vehicle supports spaced bearings 25 and 28 on which an auxiliary drive control rod 21 is mounted for axial rocking movement. Rod 21 has a handle 22 disposed ad- 'jacent steering wheel 29 so as to be conveniently auxiliary engine manifold vacuum, and the con-' trol rod and associated mechanisms for placingthe auxiliary engine in operation are the same as disclosed fully in copendlng application Serial No. 356,214, of Beverly W. Keese and Arthur J. Hazen and assigned to the assignee of this application to which application reference is made for further explanation and detail. The cooling fluid for both engines 12 and 22 is circulated through radiator is as disclosed in saidcopending application Serial No. 356,214. Front axle 12 may be any suitable single speed declutching-type steer drive axle, but is preferably the same as the front axle (113-, closed in U. 8. Patent No. 2,309,432, issued January 26, 1943, to H. W. Alden for Motor vehicle.

The present invention distinguishes over said Serial No. 356,214 mainly in the provision of a multi-speed rear axle, and insuring that the auxiliary engine cannot be operated to drive the front axle when the main engine is driving the rear axle at a speed ratio which does not correspond to the speed ratio of the front axle.

The diflerentialhousing of rear axle I2 is rigidly secured to a casing 42 housing shiftable gear mechanism selectively actuated by the vertical control shaft 44 projecting upwardly from the casing. Shaft 44 is rockable about its axis and has rigid therewith a lever ll whichis pivotally connected to one end of the piston rod 45 projecting from a cylinder 21 carried by a' bracket ,48

rigid with the gear box housing.. when lever 45 wise, and when lever 45 is rocked to the dotfi: line. position of Figure 2, the gear in that of the single speed front axle, preferably a low speed. In the illustrated embodiment, the lower speed ratio of axle I2 is the same as the single speed ratio available in axle 12. This means that when axle I2 is in its lower speed ratio wheels is are driven at the same peripheral speed as wheels 15 are adapted to be driven by the front axle drive.

Referring to Figure 1, the interior of cylinder 41 is connected by a conduit II to a valve assembly 52 mounted on the vehicle dash board in such location that valve control push button 52 is easily accessible to the hand of the operator sitting at the steering wheel. A conduit 54 connects valve 52 to the intake manifold 55 of the main engine l8, so that when valve 52 is open to permit fluid communication between conduits and I4, the interior of cylinder 41 is in fluidcommunication with the intake manifold of engine 12 and speed ratio selecting operation of lever is responsive to the intake vacuum of main engine 15.

Valve assembly 52 is of such construction that, when button 52 is in the full line position of Figure 2, conduits 5| and It are in fluid communication, whereas when button 52 is in the dotted line position of Figure 2, communication between conduits 5| and 54 is vented to the atmosphere. Y v

Adjacent the bottom of the steering post, conduit 5| is provided with a T-shaped connection 56 from which a branch conduit 51 leads to a cylinder 52 carried by a bracket 52 rigidly bolted parallel to rod ii.

to the steering post as shown in Figure 4. Piston rod 2| extends upwardly from cylinder 52 and is bent back at its upper end into a substantially hook-shaped formation having a. return leg 22 Rod ii and leg 22 slidingly embrace opposite sides of a radial stop projection 62 rigid with the lower end of rod 21. Stop projection 62 is preferably disposed at an angle to lever II. For practical purposes, lever 4| and projection 62 are preferably integral with a cylindrical boss which intum is non-rotatably secured as by pins to the lower end of rod 21.

Figure 3 illustrates rod 2! locked against rotstion since rod "and leg 22 act as st ps prevenb v shaped end of the piston rod is clear of projection 22, enabling rod 21 to berocked about its axis. Piston rod 2| is guided and partially. sup ported by a guide bracket 22 rigid with the steer- Under normal operating conditions, aswhen the v'ehicle is travelling over a level road and I where the main engine providu suiiicient power for propelling the vehicle, only the main power plant is maintained in operation and it drives therearaxleatitshighspeedgearratio. During normal operation, valve control buttai '2 closed and conduit 5| is 4 is pulled out to the full line position of Figure 1 thereby opening valve 52 to permit the intake vacuum of running engine l8 to be communicated with the interior of cylinder 41. The suction in cylinder M causes inward displacement of the piston on rod 85 thereby rocking and maintaining lever to in the full line high speed ratio position shown in Figure 2.

During this normal operation of the vehicle, when engine it is driving rear axle H at its high speed ratio, control rod 37 is automatically locked against rotation by piston was: as above described and as shown in Figure 3, for the purpose of preventing the auxiliary engine from being placed in operation to drive the front axle. Also during this period of normal operation, auxiliary engine ii is idle with its intake manifold at atmospheric pressure and the spring within cylinder 3i maintains piston rod 29 displaced forwardly to maintain lever 23 in the full line clutchdisengaged position shown in Figure 2, so that the front steer drive axle operates as a dead steering axle under these conditions.

During this normal operation, the vehicle is controlled by the usual clutch manipulations and transmission gear shifting available in the main power plant, with the auxiliary power plant clutch and transmission controls maintained inoperative as disclosed in Serial No. 356,214 and shown in Figure 6.

When the vehicle encounters a grade or other heavy traction condition, the controls may be manipulated to change the rear axle drive ratio and, if desired, further to place the auxiliary power plant in operation and convert the front axle into a driving axle. The first stepin accomplishing this conversion is to push valve control button 53 into the dotted line position shown in Figure 1, whereby conduit 5| is cut oil from the intake vacuum of engine l8 and vented to the atmosphere. Upon subsequent momentary release of the accelerator pedal by the operator, the torque is momentarily interrupted, releasing the tooth pressure and permitting the spring within cylinder M to displace the piston and rod st outwardly to rock and maintain lever 45 in the dotted line position shown in Figure 2. This operation automatically changes the drive of axle 52 from its high speedratio to its low speed ratio. At this point, the vehicle can be driven through its usual transmission range with the rear axle in its lower speed ratio.

This operation simultaneoushr unlocks rod 31 because upon relief of the suction within cylinder 58 the piston and rod 6! are spring urged upwardly to the non-locking position of Figure 5, releasing projection 63 from the embrace of piston rod 6! Handle 88 can now be manipulated to rock control rod 31 counterclockwise (Figure 4) to place the auxiliary power plant in operation in the manner described in Serial No. 356,214, which is referred to for further detail.

When auxiliary engine 22 is started, its intake vacuum causes automatic displacement of lever 28 to the clutch-engaged dotted line position of Figure 2, so that the front axle becomes converted to a steer drive axle. Under these conditions the vehicle is adapted to be simultaneously driven by the front axle and the rear -axle in its lower speed ratio.

Both controls 53 and 38 for placing the vehicle in condition for heavy traction operation are within the easy reach of the operator, and add little or no eflort to his burden of operating the vehicle.- v

Electrical lock Figure 6 illustrates a modified embodiment of the invention which is similar to that abovedescribed except chiefly that a solenoid locking device controlled by a master switch responsive to the intake vacuum of main engine I8 is provided for auxiliary engine control rod 81.

The usual electrical storage battery as is supported on the vehicle chassis and grounded to the chassis by a wire from terminal 65. the other battery terminal 66, a wire 61 leads to a master switch 68 carried by the chassis. Wire 68 connects master switch 68 with a solenoid H rigid with a. bracket I2 secured to steering post 34 as shown in Figure 10. The solenoid is grounded to the chassis by a wire l8.

Master switch 68 is of the pneumatic type and preferably comprises a. flexible diaphragm or movable piston operating a contact making and breaking device. The interior of switch 68 is in fluid communication with line 5| through T-fitting l4 and pipe 15. When a vacuum exists in line 5|, as when engine I8 is running and button 53 is in the full line position of Figure 6, the diaphragm or piston is sucked to a position where it breaks electrical connection between wires 81 and 69. However, when line 5| is vented to the atmosphere, as when button 53 is pushed inwardly to automatically cause shifting of the rear axle to its slow speed drive ratio, a spring (not shown) within master switch 68 returns the diaphragm or piston to restore electrical connection between wires 61 and 59. This completes an electrical circuit through the battery, master switch and solenoid. Master switch 68 may be of any conventional construction for the purpose and further description thereof is unnecessary.

Referring to Figure 7, solenoid H is provided with a reciprocable armature 18 having a forked lower end 11 extending through suitable guide in Figure 7 until fork 11 is clear of projection 63 and the operator can rock control rod 37' as desired.

In the vehicle shown in Figure 6, the sequence of operations is substantially the same as Figure 1. When button 53 is pushed into its dotted line position to disconnect line 51 from the intake vacuum of engine l8 and vent line 5| to atmosphere, and. the operator momentarily releases throttle opening pressure on the accelerator pedal, piston ,4! shifts the rear axle to its low speed ratio and master switch 68 simultaneously closes the sollenoid circuit to cause unlocking of control rod 3 pressed only after rod 31 has been rotated to close ignition switch 83. I

Below lever 4|, rod 81 has secured thereto a contour cam 8| adapted to engage the spring biased switch button 82 of the auxiliary engine ignition switch "carried by the steering post. A

wire 84 connects switch 83 with battery terminal 68, and another wire 85 connects switch 83 to the high tension coil 88 of auxiliary engine 22. 0011 From Subsequent operations are the same as described for Figure 1. The starter button 89 is 33 is grounded to the chassis by wire 81. Switch 33 is open when rod 31 is in the locked condition illustrated in Figures 6 and 7. Rotation of control rod 31 causes cam 8| to depress button 82 to close the circuit between wires 84 and 85, thereby completing the ignition circuit of auxiliary engine 22. This arrangement is also used on rod 31 in the embodiment of Figure 1.

A wire 38 extends from battery terminal 66 up through the interior of hollow rod 31 to a push button switch 89 on handle 38. From switch. 89 a second wire 9| extends down through the interior of rod 31 and to one terminal of a magnetic switch 92 on the starting motor 93' of auxiliary engine 22. Wire 94 grounds the other terminal of switch 92 to the frame to close the starting circult of engine 22. Thus starting motor 93 may be operated at any time merely by closing switch US, but since ignition switch 83 is open when control rod 31 is unlocked, engine 22 cannot be started except when the control rod is unlocked and rotated. This starting motor arrangement is preferably used in the vehicle of Figure 1.

Below cam 8|, a lever 95 is rigidly secured to the lower end of rod 31 and pivotally connected to a Bowden wire control for the transmission actuating mechanism illustrated in Figure 6. This transmission mechanism and also the clutch mechanism controlled by member 42 illustrated in Figure 6 is the same as that disclosed in the above-mentioned U. S. application Serial No.

356,214 to which reference is made for further details of construction and operation.-

In the vehicle of FQure 6, the master switch for solenoid 1| may be located-at the rear axle and actuated by movement of lever 45 as shown in Figure 9. This can be accomplished by omitting master switch 68 and connecting wires 61 and 39 to an insulated metal lever 45 and an insulated spring metal contact 96 on gear box 43, respectively, so that lever 45 engages and maintains engagement with contact 86 only when pulled to its low speed ratio position. If desired, ignition switch 83 can be connected in electrical series with the solenoid switch so that even if button 32 was accidentally depressed, the ignition circuit of engne 22 would not be closed.

The invention may be embodied in other speciilc forms without departing from the spirit or essential characteristics'thereof. The present embod ments are therefore to be considered in all respects as illustrative and not restrictive, the

scope of the invent on being indicated by the ap- 3.'In a vehicle, a multi-speed axle having atleast two drive gear ratios, a single speed axle having a drive gear ratio corresponding to one of said multi-speed axle gear ratios, individual engines connected to drive said axles, a control member governing drive of said single speed axle by its associated engine, and pressure responsive locking means responsive to the operation of the engine connected. to'said multi-speed axle for locking said control member except when said 'multi-speed axle is driven through said one gear ratio.

4. In a vehicle, a multi-speed axle having at least two drive gear ratios, a single speed axle having a drive gear ratio corresponding to one of said multi-speed axle gear ratios. individual engines connected to drive said axles, a control member governing drive of said sin le sp ed axle by its associated engine, and electrically energized locking means responsive to the'operation of the engine connected to said multi-speed axle for locking said control member except when said multi-speed axle is driven through said one gear ratio.

5. In a vehicle, a multi-speed axle having at least two drive gear ratios, a drive speed selector for said axle, a single speed drive axle having a drive gear ratio corresponding to one of said control member. and means for selecting the speed ratio of said multi-speed axle operative to release said locking means when said one multi-speed axle Pear ratio'ls selected.

2. The combination defined in claim 1, wherein said control member is provided with means for closing the ignition circuit of the engine associated with said single speed axle and means for starting said engine. I

multi-speed axle gear ratios,'individual engines connected to drive said axles, a control member governing operation of said single speed axle, locking means for said control member, and means actuated by the intake vacuum of the engine driving said multi-speed axle operative to shift said multi-speed axle -gearing and release said locking means whensaid one gear ratio of said multi-speed axle is utilized.

6. In a vehicle, a two speed rear axle. a main engine connected to drive said axle, a drive ratio selecting member on said axle shiftable to select drive of said axle at either of said two speeds, a front axle, an auxiliary engine connected to drive said-front axle, a clutch in said front axle, an operatin lever for said clutch, a pressure responsive device connected to said clutch operating lever, a conduit connecting said pressure responsive means to the intake manifold of said auxiliary engine, a shiftable control member governing drive of said front axle by said auxiliary engine, locking means for said control member, pressure responsive means connected to actuate said drive ratio selecting member and said locking means, and a conduit connecting said pressure responsive means to the intake manifold of said main engine.

7 In .a vehicle, a multi-speed drive axle; a drive ratio shifting member on said axle; a single speed drive axle: a main engine for normally driving said multi-speed drive axle; a normally inoperative auxiliary engine for driving said single as to simultaneously shift said drive ratio shifting member to a speed ratio of said multi-speed drive axle corresponding to the speed ratio of said. single speed drive axle and to unlock said control member.

BEVERLY W. KEESE. CHESTER A. BLAIR. 

